REDUCTION OF NOx IN A DIESEL ENGINE USING SPLIT INJECTION APPROACH

Journal of Engineering Science and Technology Vol. 10, No. 5 (015) 55-570 School of Engineering, Taylor s University REDUCTION OF NOx IN A DIESEL ENGINE USING SPLIT INJECTION APPROACH P. KRISHNA 1, A. K. BABU, A. P. SINGH 3, *, A. A. RAJ 1 1 Department of Mechanical Engineering, Easwari Engineering College Chennai, Tamilnadu, India Department of Mechanical Engineering, PERI Institute of Technology Chennai, Tamilnadu, India 3 Production Engineering Department, College of Engineering, Defence University Bishoftu, Ethiopia, Africa *Corresponding Author: singh_ajit_pal@hotmail.com Abstract One of the important goals in diesel engine research is the development of means to reduce the emissions of oxides of nitrogen (NOx) and soot particulates, and in this endeavour advanced techniques like split injection/multiple injection, exhaust gas recirculation (EGR) etc. are being developed. The principle of split injection is that when fuel is injected in two pulses it engenders a reduction in the peak combustion chamber temperature which ensures the reduction in NOx emission. In this study to achieve split injection in an economical manner, a double lobed cam has been designed incorporating the optimum split and dwell. Experimental study indicates that 50-50 split with 10 degree crank angle dwell is the optimum to achieve a viable reduction in NOx without any major penalty in soot and power. A 15% reduction in NOx and 10% reduction in soot was observed on incorporating these results. Keywords: Diesel engine, NO x, Soot, Split injection. 1. Introduction Diesel engines have been very popular for heavy duty application for both onroad and off road for its robustness and its ability to produce high torque. However, with stricter emission regulations diesel engine manufactures have found it very difficult to attain a balance between cleaner emissions, better fuel economy and higher thermal efficiencies. One of the biggest challenges that engine 55

Reduction of NOx in a Diesel Engine using Split Injection Approach 553 Nomenclatures b Face width of cam, m d y/dt Acceleration of cam E 1, E Young s modulus of cam and follower, N/m F n h R b R p R r y Normal load, N Maximum rise of follower, m Radius of base circle, m Radius of prime circle of cam, m Radius of roller, m Rise of follower, m Greek Symbols β Cam angle for rise h, radian ρ c Minimum radius of cam, m ω Angular speed of cam, rpm Ө Cam angle for displacement y, radian Abbreviations BSFC BTE CO CO EGR HSDI ITE ME NO NOx PM SFC TDC TFC UBHC Brake Specific Fuel Consumption Brake Thermal Efficiency Carbon Monoxide Carbon Dioxide Exhaust Gas Recirculation High-Speed Direct Injection Indicated Thermal Efficiency Mechanical Efficiency Nitrogen Oxide Oxides of Nitrogen Particulate Matter Specific Fuel Consumption Top Dead Center Total Fuel Consumption Un-Burnt Hydrocarbons manufacturers have been facing is the trade-off between NOx and particulate matter (PM) formation. As a result advanced combustion has been identified as one of the ways by which NOx-PM can be simultaneously reduced without increasing fuel penalty. Advanced combustion in a diesel engine can be achieved by varying engine parameters such as fuel injection timing, and number of fuel injection. Exhaust emissions are just the by-products of combustion of a fuel (diesel). For every 1 kg of fuel burnt, there is about 1.1 kg of water (as vapour/steam) and 3. kg of carbon dioxide (CO ) produced. Complete combustion is not practically

554 P. Krishna et al. observed. Hence unwanted gases such as carbon monoxide (CO) and un-burnt hydrocarbons (UBHC) are emitted. In addition, the high temperatures that occur in the combustion chamber of a diesel engine promote an unwanted reaction between nitrogen and oxygen from the air. This result in formation of various oxides of nitrogen, commonly called NOx. Extensive research is in progress to reduce NOx and soot emissions from a diesel engine due to environmental concerns. One of the emission control strategies is in-cylinder reduction of pollutant production. It is well known that it is very difficult to reduce both NOx and soot production simultaneously during the combustion process. Many emission reduction technologies developed so far tend to increase soot emission while reducing NOx emission and vice-versa. For example retarding fuel injection timing can be effective to reduce nitrogen oxide (NO) formation. However, this usually results in an increase of soot production on the other hand although increasing fuel injection pressure can decrease soot emission it can also cause higher NOx emission at same time [1]. Recently, it has been experimentally shown that with high pressure multiple injections, the soot-no x trade off curves of a diesel engine can be shifted closer to the engine than with single pulse injection, reducing both soot and NOx emission significantly [-4]. In split injection, the fuel is injected in two pulses which leads to reduction in ignition delay. This results in the greater fraction of combustion to occur in the expansion stroke. Since the majority of the NOx is formed in the premixed combustion, the net amount of NOx produced in split injection is reduced. It has been found that by varying the amount and the time period between the two pulses it is possible to reduce simultaneously soot and NOx emissions. Nehmer and Reitz [] experimentally investigated the effect of double pulse/ split injection on soot and NOx emission using a single cylinder Caterpillar heavy duty diesel engine. They varied the amount of fuel injected in the first injection pulse from 10%-75% of the total amount of fuel and found that split injection affected the soot- NOx trade off. In general their split injection scheme reduced NOx with only a minimal increase in soot emission and did not extend combustion duration. Tow et al. [3] continued the study of Nehmer and Rietz [] using the same engine and included different dwells between the injection pulses. They found that at high engine load (75%) particulate will be reduced by a factor of 3 with no increase in NOx and only.5% increase brake specific fuel consumption (BSFC) compared to a single injection using a double injection with a relatively long dwell between injection. Another important conclusion was that dwell between injection pulses was very important to control soot production and there exists an optimum dwell at a particular engine operating condition. The optimum dwell of a double injection was found to be about 10 crank angle at 75% load and 1600rpm for their engine condition. Pierpont et al. [1] confirmed that amount of fuel injected in the first pulse affect the particulate level where the NOx emission level was held constant. The best double injections were found to be those with 50%-60% of the fuel injection in the first pulse. They also found that with a combination of EGR and multiple

Reduction of NOx in a Diesel Engine using Split Injection Approach 555 injections, particulate and NOx were simultaneously reduced to as low as 0.07 and. g/bhp-hr respectively at 75% load and 1600 rpm. Han et al. [5] observed that when the 50-8-50 double injection with a dwell period used, both the soot and NO emission are reduced below those of the single case however when the 5-8-75 double injection is used the soot emission increase significantly at the same time NO emission is reduced greatly. They concluded that the NO reduction mechanism is found similar to that of single injection with retarded injection timing. Soot formation is reduced after the injection pause between the injection pulses. The reduced soot formation is shown to be the fact that the soot producing rich regions at the spray tip are no longer replenished. During the dwell between injection pulses the mixture becomes leaner. Gao and Schreiber [6] concluded that only the 50-8-50 split fuel ratio adds any advantage to the base line case for improving the soot- NOx trade off. Miles and Dec [7] concluded that split injection can lead to large increase flame surface which in turn may increase mixing and soot oxidation thereby lowering emissions. Pilot injection strategies are unlikely to achieve significant noise reduction at low temperatures which prevail in cold start condition. They also observed that pilot injection is effective in reducing the noise levels in high-speed direct injection (HSDI) engines but can lead to unstable combustion behaviour. According to CFD modelling multiple injections were found to be most effective in reducing particulate and NOx [8]. Babu and Devaradjane [9] by mathematical modelling concluded that 30-70 coupled with crank angle spacing of 5 offers the optimum solution particularly for reducing the emissions of NO with a marginal loss of power and thermal efficiency. In accordance with the above reviews, it is observed that a 50-50 split with 10 crank angle dwell will be the optimum to achieve NOx-soot trade off without a penalty in power and thermal efficiency for the engine. Thus a double lobed cam is designed to achieve the above stated conditions in a split injection fuel system model.. Materials and Method.1. Design of double lobbed cam The important aspect of a cam design is the kinematics of the cam. The following calculations were carried out to determine the actual cam profile and to design the modified cam..1.1. Actual cam profile The actual cam profile was obtained by using a cam measuring apparatus. The corresponding profile was developed from the displacement-angle graph as shown in Table 1 and Fig. 1. It was inferred from the graph that the cam is of constant velocity over the injection and suction period of the pump were calculated using the engine specification and the displacement angle diagram.

556 P. Krishna et al. It noted that the displacement varied linearly after the start of injection around -5 from the top dead center (TDC) and then reached the height of 8.1mm at 15 from the TDC where the injection stopped and the suction continued for the next 10 of the cam angle, this is inferred from the displacement angle diagram. Table 1. Displacement Variations with Cam Angle. Cam angle (degrees) Displacement (mm) Cam angle (degrees) Displacement (mm) 0 0.05 180 8.1 0 0.05 00 5 100 0.05 14.5 10 0.05 0 1.5 140 0.05 3 0.05 160 1.5 40 0.05 168.75 80 0.05 170 4 300 0.05 17 5.5 360 0.05 Displacement (mm) 9 8 8.1 7 6 Displacement (mm) 5 4 3 1 0-1 0.05 0.05 0.05 0.05 0.05 5.5 4.75 1.5 5.5 0.05 0.05 1.5 0.5 0.05 0.05 0 50 100 150 00 50 300 350 400 Cam angle (degree) Fig. 1. Variation of Displacement with Cam Angle.

Reduction of NOx in a Diesel Engine using Split Injection Approach 557 Figure represents the three dimensional (3-D) view of the cam. It was obtained by plotting the displacement for the corresponding angle in the polar co-ordinate system, using the CATIA V5 software as shown in Fig. 3. Figure 4 represents the various two dimensional (-D) view of the cam profile. Fig.. Three Dimensional View of Actual Cam. Fig. 3. Polar Co-ordinate Diagram.

558 P. Krishna et al..1.. Modified cam profile Fig. 4. Actual Cam Views. The design of a modified cam was based on the literature review that the injection with 50-50 split and 10 crank angle dwell is the best suited for tradeoff between emission control and fuel penalty. A constant velocity motion was chosen for each of lift. The characteristics of the modified cam as shown in Fig. 5 have been specified as follows. Proposed dwell 5 cam angle, Constant velocity for each lift similar to original cam, Each lift is for 7.5 cam angle, Time period for dwell is 1.11 millisecond, Time period for split injection is 3.3 millisecond (1.665 millisecond per pulse), The suction period remains the same as the actual cam. Fig. 5. Polar Co-ordinate Diagram of Modified Cam.

Reduction of NOx in a Diesel Engine using Split Injection Approach 559 Figures 6 and 7 represents the 3-D view of the modified cam which is plotted from the displacement versus angle graph as shown in Table and Fig. 8 using the constant velocity interpretation. The design of the return stroke remains the same as it does not impact the injection. As per the design the first impulse occur from 160-167.5 then a dwell between 167.5-17.5 and the remaining fuel is injected from 17.5-180. As the displacement is split in equal halves, the 50-50 ratio is achieved. Fig. 6. Three Dimensional View of Modified Cam. Fig. 7. Modified Cam Views.

560 P. Krishna et al. Table. Cam Angle Versus Displacement Cam angle (degrees) Displacement (mm) 160 0.5 167.5 4.3 17.5 4.3 175 5.6 180 8.1 Disp lacemen t (mm) 9 8 7 6 5 4 3 1 0 Displacement (mm) 8.1 5.6 4.3 4.3 0.5 160 167.5 17.5 175 180 Cam angle (degrees) Fig. 8. Variation of Displacement with Cam Angle (Extension Stroke only)..1.3. Rocker arm (follower) design The rocker arm face was modified in order to avoid two points of contact and also to avoid the cam from locking. It is to avoid any violation of the cam profile movement by the follower. The design of the rocker face was based on a trial and error method to find out the optimum size and profile of the follower face. This was done using CATIA V5 software starting with the actual follower as the base as shown in Figs. 9-1. Fig. 9. Three Dimensional Diagram of a Rocker Arm.

Reduction of NOx in a Diesel Engine using Split Injection Approach 561 Fig. 10. Three Dimensional Diagram of a Modified Rocker Arm. Fig. 11. Photograph of a Modified Cam (Double Lobbed Cam). Fig. 1. Photograph of a Modified Follower.

56 P. Krishna et al..1.4. Force analysis The force analysis was conducted on the cam to determine whether the new design and the material chosen would be able to withstand the stresses of the operation. Stress acting on the cam is contact stress and this can be calculated as follows. σ c Contact stress [10-1] can be calculated by using Eq. (1). 1 1 F E E n 1 ± R ρ r c = 0. 591 (1) b(e + E ) 1 where, F n - normal load, N; b - face width of cam in meters (measured) = 17.5 10-3 m; E 1, E - Young s modulus of cam and follower in N/m ; ρ c - minimum radius of cam in meters; R r - radius of roller in meters (for flat face follower radius is considered as infinite); and P - Pressure of the pump Area of piston. Material proposed to be used is 40Cr1Mo8, Hardness=70-300 BHN (Heat treated). Since a flat follower has been used, R= for the model proposed here. Calculation of the minimum radius of the cam [10-1] as per Eq. (). 1 d y ρ c = Rb + y + () ω dt where, R b -radius of base circle in meters; y-rise of follower in meters; ω-angular speed of cam in rpm; d y/dt -acceleration of cam; y=hθ/β; θ-cam angle for displacement y in radian; β-cam angle for rise h in radian; h-maximum rise of follower in meters. 4 β hω Calculation of dy/dt: dy dt dy dy = dt dt = 0. 5 (3) max As the motion is of constant velocity as shown in Fig. 8, to find maximum pressure angle [10-1]: dy α ( R p y)ω dt tan = + max (5) max where, R p -radius of prime circle of cam=r b +R r ; R b -radius of base circle of cam; R r -radius of roller (point contact mushroom follower). (4)

Reduction of NOx in a Diesel Engine using Split Injection Approach 563 ρ k min = ( R + y) p 1 dy + ω dt 3/ 1 dy 1 d y ( ) ( ) R + + + p y Rp y ω dt ω dt ρ = R y (6) c b + 3. Experimental Setup A single cylinder, four-stroke, water cooled, direct injection, constant speed, compression ignition engine developing power output of 3.7 kw was used for this work as shown in Fig. 13. Test engine specifications are given in Table 3. A pony brake was used for loading the engine. The performance test and emission test were carried out on both the modified and the standard engine. The result of the standard engine has been used as the base. The emission test was carried out at rated condition using an AVL make 5 gas analyzer ensuring that the testing condition-the humidity and the water flow rate remain the same for both the standard and modified engine. The performance test was carried out by varying the load applied to the engine using pony brake. The brake thermal efficiency, the indicated thermal efficiency and the mechanical efficiency were computed. Fig. 13. Engine Setup for the Experimentation.

564 P. Krishna et al. Type of engine Power Table 3. Test Engine Specifications. Single cylinder, direct injection diesel engine 5 hp/3.7 kw Speed Make Injector Fuel pressure 1500 rpm Anil 3-point injector 160 bar 4. Fabrication The main aspect of fabrication in the project is the machining of the cam and the rocker arm to the required profile. The outline of the steps followed has been described in the flowchart as shown in Fig. 14. The timing gear was marked while removing the cam shaft for reference during assembly. Then the actual cam profile was measured using the cam measuring apparatus. The cam profile was ascertained by plotting the displacement-cam angle graph. Based on the profile of this cam the double lobed cam was designed. The rocker arm profile was generated using CATIA V5 and the design profile on the cam was obtained using grinding. In order to obtain the modified cam profile ZEDALLOY 350 (Manufacturers D & H) was added using arc welding and the required profile was generated by grinding. The modified cam shaft was assembled back into the engine using the previously marked point as reference in order to avoid any change in timing. 5. Results and Discussion The performance and emission tests were carried out before and after modification to analyze the effect of split injection. The results have been compared and discussed as follows. 5.1. Emission test The emission test was performed on the engine using a 5-gas analyser. The results have been tabulated in Table 4. It was observed that 14.% reduction of NO x was observed which is in-line with the expectation from a split injection of 50-10-50 along with a 11.43% reduction of UBHC at no load condition. A partial increase in the CO is observed due to partial combustion of the fuel in the later stages of combustion. This can be easily reduced by exhaust gas treatment.

Reduction of NOx in a Diesel Engine using Split Injection Approach 565 Exhaust gas Fig. 14. Flow Chart for Fabrication. Table 4. Emission Test Results. Before modification After modification Percentage change CO 0.08%vol. 0.09%vol 16.66 HC 76ppm 67ppm -11.8 NO 135ppm 116ppm -14.1 CO.5%vol..6%vol 4 O 13.5%vol. 14% 3.7

566 P. Krishna et al. 5.. Performance test The performance test was carried out using a pony brake apparatus as shown in Fig. 15. The comparison between the various engine parameters such as (a) specific fuel consumption (SFC), (b) brake thermal efficiency (BTE), (c) indicated thermal efficiency (ITE) and (d) mechanical efficiency (ME) between the standard and the modified engine were carried out to determine the effectiveness of split injection as emission control method. 5..1. Specific fuel consumption versus brake power Figure 15 show the variation of the SFC with the varying load condition. It is observed that the SFC for the modified engine with split injection does not vary considerably when compared with the standard. Hence it is ascertained that the fuel economy of the engine is not affected much due to split injection. Specific fuel consumption (Kg/kW-hr) 3.8.6.4. 1.8 1.6 1.4.8.8 Specific fuel consumption vs. Brake power Specific fuel consumption new vs. Brake power Specific fuel consumption old vs. Brake power Specific fuel consumption new vs. Brake power 1.9 1.7 1.8 1.6 1.6 1.55 1. 1 0.5 1.5.5 3.5 4.5 Brake power (kw) Fig. 15. Variation of Specific Fuel Consumption vs. Brake Power. 5... Brake thermal efficiency versus brake power It is observed the brake thermal efficiency of an engine with 50-10-50 split injection of fuel remains almost same as that of the single injection engine

Reduction of NOx in a Diesel Engine using Split Injection Approach 567 and slightly decreases at higher loads as shown in Fig. 16. This signifies that the modified engine with the split injection, i.e., the new engine is as efficient as the old one. 1 Brake thermal efficiency vs. Brake power Break thermal efficiency new vs. Brake power 10 Brake thermal efficiency old vs. Brake power Brake thermal efficiency new vs. Brake power 8.9 10 9.7 Brake thermal efficiency (%) 8 6 4 6.7 6.7 8 7.7 8.6 0 0 0 0 0.5 1 1.5.5 3 3.5 4 4.5 Brake power (kw) Fig. 16. Variation of Brake Thermal Efficiency vs. Brake Power. 5..3. Indicated thermal efficiency versus brake power The frictional power was obtained by extrapolating Fig. 17. The negative value of brake power at which the total fuel consumption (TFC) is zero is equal to the frictional power. In both the modified and unmodified engine the frictional power was found out to the approximately equal to 0.9 kw. Indicated thermal efficiency signifies the theoretical efficiency that would be obtained as per the indicator diagram. It is conceived from Fig. 18 that the indicated thermal efficiency of modified engine when compared with that of the standard is lower. This is expected as the peak combustion temperature is reduced in case of split injection.

568 P. Krishna et al. 7 6.5 6 Total fuel consumption old vs. Brake power Total fuel consumption vs. Brake power Linear (Total fuel consumption old vs. Brake power) Linear (Total fuel consumption vs. Brake power) 6.4 6. Total fuel consumption (kg/hr) 5.5 5 4.5 4 3.5 3.8 3.6 5.1 4.8 3.8.5.6 0.5 1 1.5.5 3 3.5 4 4.5 Brake power (kw) Fig. 17. Variation of Total Fuel Consumption vs. Brake Power. 9.5 Indicated thermal efficiency new vs. Brake power Indicated thermal efficiency old vs. Brake power Linear (Indicated thermal efficiency new vs. Brake power) 9.77773 9. 9.174418605 Indicated thermal efficiency(%) 8.9 8.6 8.95 8.865168539 8.58768866 8.3 8.98507463 8.835809 8.33 8 0 0.5 1 1.5.5 3 3.5 4 4.5 Brake power (kw) Fig. 18. Variation of Indicated Thermal Efficiency vs. Brake Power.

Reduction of NOx in a Diesel Engine using Split Injection Approach 569 5..4. Mechanical efficiency versus brake power Figure 19 shows that the mechanical efficiency of the engine with 50-8-50 split injection and the normal engine are the same. Mechanical efficiency new vs. Brake power 90 Mechanical efficiency old vs. Brake power 80 78.9 83.3 Mechanical efficiency (%) 70 60 50 40 30 0 55.6 71.4 10 0 0 0 1 3 4 5 Brake power (kw) Fig. 19. Variation of Mechanical Efficiency vs. Brake Power. 6. Conclusion It is predicted that split-injection using double lobed cam shows considerable reduction of NOx emission from a diesel engine but shows a reverse trend on CO and CO emissions. The results from the experiments have confirmed that the split injection with a 50% split ratio having a 10 crank angle dwell using a double lobbed cam is effective in reducing the NOx by 14.1% and UBHC by 11.8% without any appreciable penalty in power.

570 P. Krishna et al. Acknowledgement The authors are thankful to Dr. G. Devaradjane, Professor, Department of Automobile Engineering, Madras Institute of Technology, Chennai, India, for his important input ideas and kind help under whose supervision this work was carried out. References 1. Pierpont, D.A.; and Reitz, R.D. (1995). Effects of injection pressure and nozzle geometry on emissions and performance in a diesel. SAE Paper No. 950604.. Nehmer, D.A.; and Reitz, R.D. (1994). Measurement of the effect of injection rate and split injections on diesel engine soot and NOx emission. SAE Paper No. 940668. 3. Tow, T.; Pierpont, A.; and Reitz, R.D. (1994). Reducing particulates and NOx emissions by using multiple injections in a heavy duty D.I. diesel engine. SAE Paper No. 940897. 4. Pierpont, D.A.; Montgomery, D.T.; and Reitz, R.D. (1995). Reducing particulate and NOx using multiple injections and EGR in a D.I. diesel. SAE Paper No. 95017. 5. Han, Z.; Uludogan, A.; Hampson, G.J.; and Reitz, R.D. (1996). Mechanism of soot and NOx emission reduction using multiple-injection in a diesel engine. SAE Paper No. 960633. 6. Gao, Z.; and Schreiber, W. (001). The effect of EGR and split fuel injection on diesel engine emission. International Journal of Automotive Technology,, 13-133. 7. Miles, P.; and Dec, J. (1999). Development of innovative combustion process for direct injection diesel engine. Technical Report No. SAND99-819, Sandia National Laboratories, United States. 8. Showry, K.B.; and Raju, A.V.S. (010). Multidimensional modelling and simulation of diesel engine combustion using multi pulse injections. International Journal of Dynamics of Fluids, 6, 37-47. 9. Babu, A.K.; and Devaradjane, G. (001). Control of diesel engine pollutants by split injection method using multizone model. SAE Paper No. 001-8-0007. 10. Prabhu, T.J. (005). Design of transmission element. Chennai, India: Mani Offset. 11. Ugural, A.C. (004). Mechanical design and integrated approach. New York: McGraw Hill Publication. 1. Rothbart, H.A. (1986). Mechanical design and system handbook. New York: McGraw Hill Publication.